Piston valve



jm W. s' JENSEN PISTON VALVE Filed Jan. 2l, 1935 3 Sheets-Sheet l lli] /Za uji,

INVENTOR I/V-n S. den Sen BY Q .um

ATTORNEY W. JENSEN PIsToN VALVE` Filed Jan. 21, 1933 5 Sheets-Sheet 3 INVENTOR WQS. densely BY mw@ um Patented Jan. 9, 1934 VUNI-"riem STATES PATENT OFFICE l v3 Claims.

This invention relates tothe valve mechanisms of gas engines, my principal objects being to provide a valve arrangement and an operating means therefor soconstructed that the usual tappets and accompanying parts such as springs, push rods, adjusting nuts etc. are eliminated; there is no possibility of these valves being burned out, they never need adjustment, are perfectly silient in operation and their tightness or compression isvimproved rather than lessened with use and no regrinding or other reconditioning treatment is ever necessary. Also thy-improved valves may be operated with but little strain on the timing gears and the valve controllincr shaft driven thereby and the sudden shocks imparted to the gears and shaft incident to the operation of the usual cam shaft are avoided. A further object of the invention is to produce a simple and inexpensive device and yet one which will be exceedingly eifective for the purpose for which it is designed.

These objects I accomplish by means of such structure and relative arrangement of parts as will fully appear by a perusal of the following specification and claims.

In the drawings similar characters of reference indicate corresponding parts in the several views:

Fig. 1 is a transverse section of a gas engine equipped with my improved valve structure showing the exhaust valve open.

Fig. 2 is a similar view showing the position of the valve parts as the intake valve is about to open.

Fig. 3 is a longitudinal section of a valve unit showing the valve fully open.

Fig. 4 is a similar view showing the valve fully closed.

Fig. 5 is a fragmentary sectional plan taken on the line 5-5 of Fig. 1.

Fig. 6 is a bottom plan view of a valve unit detached.

Referring now more particularly to the characters of reference on the drawings, the engine comprises a cylinder l having a piston 2 slidable 45 therein and connected by a rod 3 with the main crank shaft 4 in the usual manner.

Disposed to one side of the cylinder and formed with the cylinder block are intake and exhaust valve chambers 5 and 6, there being one pair of these chambers for each cylinder and being spaced lengthwise of the engine in side by side relation. A single lateral passage 7 connects both chambers with the adjacent side of the cylinder just above the topmost position of the piston. 55 The valve chambers are of relatively long cylin- (Cl. A12S- 188) dricalV form open on both ends and extending both above and below the passage 7, and being thus partlyV formed in the removable cylinder head 8.

Separate intake and exhaust valve units in- 30 dicated generally as I and E respectively are mounted in the chambers 5 and 6, and since these units are duplicates of each other it will be'sufcient to describe only one of the same in detail. Each intake valve unit for instance comprises concentric outer and inner sleeves 9 and 10 Vrespectively spaced apart. They are connectedy as a unit and closed on their crankcase ends by a head 11. This is engaged by the adjacent end of a connecting rod 12 whose lower end engages 70 a crank 13 on a crank shaft 14. This crank shaft is disposed to one side of the main crank shaft 4 and is driven at one-half the speed of the same by gearing 15. The sleeves 9 and 10 have alined ports 16 positioned to aline with the passage 7 75 when the valve unit is at the topmost point of its stroke. Each exhaust valve unit is similarly operated by a connecting rod 12a engaging another crank 13a on the crank shaft 14 and which is circumferentially oifset from the intake crank the proper amount so that the valves will operate in the proper timed relation to the strokes of the piston as usual.

Another sleeve 17 is slidably engaged by and projects between the sleeves 9 and 10 from above, 85 having a top flange 18 supported on top of the cylinder head. The sleeve 17 is freely open on both ends and its length is such that when the movable sleeve unit is at the top of its stroke the bottom of the sleeve 17 is very near the head 11 90 as shown in Fig. 3. This gives a large bearing area between the various sleeves with all positions of the same and thus insures good compression or gas holding ability.

The sleeve 17 also has a port 19 intermediate 95 its ends, the same size as the ports 16 and in permanent alinement with the passage 7. A supply of lubricant for the valve chambers and for the contacting surfaces of the various sleeves is obtained by splash from the crank case. The head 1l has vertical oil passages 20 between the plane of the sleeves 9 and 10 so that oil vapor may work into the space above the head and between the sleeves. Intake and exhaust manifolds 21 and 22 are secured to the cylinder head over the flanges 18 of the corresponding sleeves 17, thus holding said sleeves in place, said manifolds establishing communication between the parts connect-ed thereto and the interior of the valve units.

The operation of the valve structure will be self-evident, the ports of each valve only being completely alined with each other and with the cylinder passage once for every four strokes of the piston as is required in the operation of the usual four-cycle engine. The stroke of the crank shaft 14 and consequently that of the valve sleeves is relatively long so that the valves will be partially opened for at least a full stroke of the piston as is required foreii'icient operation. This also permits of the use of large ports and correspondingly efcient scavenging and suctional action.

Compression rings 23 are disposed about the sleeves 9 adjacent their lower ends, to prevent possible oil pumping and gas leakage past said ends, which are relatively cool compared to the upper ends of the sleeves, and hence do not expand so much to give the necessary pressure tight iit when in use.

From the foregoing description it will be readily seenthat I have produced such a device as substantially fulfills the objects of the invention as set forth herein.

While this specification sets forth in detail the present and preferred construction of the device, still in practice such deviations from such detail may be resorted to as do not form a departure from the spirit of the invention, as defined by the appended claims.

j cylinder, a control valve structure comprising a valve chamber extending lengthwise of the cylinder to one side of the same, there being a passage between the chamber and cylinder, a xed sleeve depending into the chamber in spaced relation to the walls thereof and having a port alined with said passage, a conduit for gas connected to the outer end of the sleeve, a pair of sleeves slidably engaging and between which the fixed sleeve projects, said pair of sleeves having alined ports to aline with the iixed valve port when said pair of sleeves occupy a certain position, and means applied to said pair of sleeves to reciprocate the same simultaneously.

2. In an internal combustion engine having a cylinder, a control valve structure comprising a valve chamber extending lengthwise of the cylinder to one side of the same, there being a passage between the chamber and cylinder, a fixed sleeve depending into the chamber in spaced relation to the walls thereof and having a port alined with said passage, a conduit for gas connected to the outer end of the sleeve, a pair of sleeves slidably engaging and between which the fixed sleeve projects, said pair of sleeves having alined ports to aline with the xed valve port when said pair of sleeves occupy a certain position, a head closing and connecting the pair of sleeves as a unit at theV end thereof opposite the conduit, and means applied to the head to reciprocate the same.

3. A structure as in claim 2, in which the head, between the pair of sleeves, is provided with oil passages therethrough.

WILLIAM S. JENSEN. 

